Conveyer runway switch and control



H. C. HEBERT July 3, 1951 CONVEYER RUNWAY SWITCH AND CONTROL 3 Sheets-Sheet 1 Filed May 7, 1946 INVENTOR\ Q M/W BY w l ATTORNEYS Jul 3, 1951 H- c. HEBERT 2,558,751

CONVEYER RUNWAY SWITCH AND CONTROL Filed May 7, 1946 3 Sheets-Sheet 2 INVENTOR ATTORNEYS July 3, 1951 H. c. HEBERT CONVEYER RUNWAY SWITCH AND CONTROL Filed May 7, 1946 3 Sheets-Sheet 3 ATTORN'EYS mJ NE S ww\\ Ag 5 why 5 N .w. i

Patented July 3, 1951 CONVEYER RUNWAY CONT can Can Company, New York, N. Y.,

tion of New Jersey SWITCH AND RQL Harold C. Hebert, Tampa, Fla., asslgnor to Ameri- Application May 7, 1946, Serial No. 667,820

4 Claims. (Cl- 19878) The present invention relates to a runway switch or gate and control therefor and has particular reference to timing the operation of the gate for directing articles, such as cans or containers into different runways. This is an improvement over the mechanism disclosed in United States Patent 1,806,879, issued May 26, i931 to H. W. Lindgren, on Runway Switch and Control Therefor.

An object of the invention is the provision of a runway gate and control for cans wherein the operation of the gate is timed in relation to the passage of the cans along the runway so that crushing of cans by engagement with the gate while it is shifting from one position in the runway to another position will be prevented.

Another object is the provision of such a runway gate and control wherein the flow of cans toward the gate is stopped when the gate is about to be shifted, the actual shifting of the gate taking place after a delay of a predetermined time period so that all cans moving through the space between the can stop and the gate will safely pass beyond the gate before the gate shifts thereby preventing damage to the cans during the shifting of the gate.

Another object is the provision of such a runway gate and control wherein the gate normally mai'itains an outlet runway filled to capacity with cans while diverting surplus cans to an outlet overflow runway.

Another object is the provision of such a runway gate and control wherein flow of cans into the outlet runways is stopped independent of the gate when all outlet runways are filled to their capacities with cans.

- Numerous other objects and advantages of the invention will be apparent as it is better understood from the following description, which, taken in connection with the accompanying drawings, discloses a preferred embodiment thereof.

Referring to the drawings:

Figure 1 is a top plan view of a runway system embodying the instant invention, with parts broken away;

Figs. 2 and 3 are transverse sections taken substantially along the lines 2-2, 3-3 in Fig. 1,

vith parts broken away;

Fig. 4 is a longitudinal section of one of the runways as taken substantially along the line 4-4 in Fig. 1, the view showing containers in the runway, with parts broken away;

Fig. 5 is a transverse section taken substantially along the line 5-5 in Fig. 4;

Fig. 6 is an elevational detail'of the system shown in Fi 1, with parts broken away;

Fig. '7 is a plan sectional detail taken substantially along the line 'I'l in Fig. 6;

Fig. 8 is an enlarged section of one of the electric solenoids used in the system; and

Fig. 9 is a wiring diagram of the electric apparatus used in the system.

As a preferred embodiment of the instant invention the drawings illustrate a portion-of a cable runway system for conveying sheet metal 'cans A (Fig. 1) in an upright position to an inspection and packing station although the invention is equally well adapted to conveyor systems of many other types and for numerous other uses.

The conveyor system shown in the drawings includes a straight line cable runway B having an inlet section C which primarily feeds cans into a main outlet section D. This outlet section D is disposed at an angle to the runway B and leads to a packing station at which the cans are received. The main object of the system is to keep this main outlet section D filled to capacity with cans at all times under normal operation of the system.

Any surplus cans are diverted by a main gate E into an auxiliary or overflow outlet section F. This overflow outlet section, like the main outlet section is disposed at an angle to the runway B.

A gate G located in the runway B adjacent the overflow outlet F directs the surplus cans into this outlet. If desired the gate G may be set to permit the surplus cans to continue along the runway B to any other station or suitable place of deposit instead of being directed as shown into the overflow outlet F. Hence for the purposes of the present discussion the term overflow outlet section will be broadly considered to apply to any surplus can receiver used in addition to the main outlet section D.

Operation of the main gate E is brought about by a pair of electric solenoids H, J which are energized and deenergized in accordance with the accumulation of cans in the main outlet D. These solenoids are located adjacent the runway B and are controlled by a time delay device K which in turn is operated by an electric control switch L (Figs. 1 and 5) located in the main outlet.

Switch L also controls the operation of a stop finger M which is actuated by an electric solenoid N disposed adjacent the inlet section C of the runway B. The stop finger is adapted to be projected into the runway and into the can path to stop off the passage of cans into the inlet C. This is shown in Fig. 1. Normally this stop finger is in a retracted position so that cans freely pass into. and through the inlet section for delivery into the main outlet section D.

When cans are delivered into the main outlet D faster than they are beingwithdrawn for inspection and packing at the packing station, they accumulate and form a stack, as shown in Fig. 4. When this stack reaches the control switch L, the switch immediately operates" the solenoid N. This projects the stop finger M into the path of travel of incoming cans and thereby stops theentrance of cans into the inlet section C of the I system.

Simultaneously with this action the time delay device K starts its operation. This holds back or delays any movement of the gate E until all cans -"which extends laterally from the cable runway already in the inlet section ahead of the stop finger M have passed beyond the gate E and have been delivered into the main outlet D. After a given time interval when the inlet section is cleared of all cans, the time delay device K shifts the gate E to a position which blocks oil the main outlet D and opens the overflow outlet F. This timing of the gate operation prevents crushing or other damage to cans during the shifting of the gate.

As soon as the'gate E has completed its movement in blocking off the main outlet D, the stop finger M is withdrawn from the runway B. The incoming cans thereupon again proceed along the runway.. These cans will .travel into the overflow outlet section F as surplus cans.

The accumulation of cans in the main outlet section D usually is only temporary. As soon as the accumulated cans fall to a level beyond the control switch L, the switch immediately operates. This again projects the stop finger M into the runway and again stops the flow of cans into the inlet section C. The control switch L immediately starts the delay device K in operation. Again, the gate E is held against movement until all cans already in the inlet section have passed on into the overflow section F.

When the inlet section is cleared of cans the delay device K operates to shift the gate E back into its original position for the resumed delivery of cans into the main outlet section D. As before the stop finger M is again retracted, after the gatehas completed its movement, and the delivery of cans into the main outlet continues. In this manner the main outlet is maintained filled with cans to capacity with the result that the packing station will always have a supply of cans on hand.

Provision is made for stopping further flow of cans into the overflow outlet section F in case this outlet, as well-as the main outlet section D, becomes filled with cans. To accomplish this desired result, the main outlet section Dis provided with an auxiliary control switch 0 (Figs. 1 and 4) and the overflow outlet is provided with a supplementary contact switch P (Figs. 1 and 3) located in the runway B. These switches operate in conjunction with each other and both together they operate the stop finger M without any eflfect on the gate E.

Referring'now more in detail to the drawings, the cable runway B comprises pairs of upper and lower, spaced and parallel guide rails 2| (Figs. 1 and 2) which are secured to side brackets 22 bolted to a base plate 23. The guide rails are spaced apart just sufliciently to permit cans in procession to pass freely between them. The cans rest on and are propelled along the runway by an endless cable 25 which is disposed between the guide rails.

,B at an opening in the guide rails 2| along one side of the runway. The chute extends downwardly from the runway (Figs. 2 and 4) to a lower level so that cans diverted into the chute will slide by gravit'y to the lower level where the packing station is located.

The outlet chute comprises a pair of spaced and parallelangle iron guide rails 36 (see also Fig. 5) having inwardly projecting horizontal legs 31 which serve as can supporting slide rails. The rails are tied together by U-shaped brackets 38 located at intervals-along the length orthe chute. The upright legs of the brackets support upper spaced and parallel guide rails 39 for guiding the cans adjacent their top ends.

The control switch L and the auxiliary control switch 0 in the main outlet chute D is operated by two balance beams 4| (Figs. 1, 4 and 5) for detecting any accumulation of cans in the chute, as hereinbefore explained. These beams are disposed between the lower guide rails 36 and extend slightly above the slide rails 31 so that they will be depressed when a line of closely packed cans is formed by a plurality of cans coming to rest on the beams. One end of each beam is mounted on a pivot pin 42 carried in lugs 43 which depend from some of the brackets 38 adjacent.

The opposite end of each beam is connected by a link 45 to a weight arm 46 which is mounted on a pivot pin 41 carried in lugs 48 formed on other of the brackets 38. The outer ends of the weight arms carry weights 49 which are adjustable along the arms for counter balancing the beams. The weight arm pivot pins 41 carry the electric control switches L, 0. These switches are of the mercury bulb type and are normally open.

The overflow outlet F referred to hereinbefore, in part is similar in construction to the main outlet chute D and extends outwardly and downwardly from the runway B at an opening formed in its guide rails 2| The chute itself contains no balance beams or associated mercury switches such as those embodied in the main outlet chute D. However, the overflow outlet section as considered broadly is provided with the supplementary control switch P which is located adjacent the path of travel of the surplus cans along the overflow section of the runway B.

The supplementary control switch P is of the mercury bulb type and is normally open. The switch is housed in a switch box secured to a rail 51 which bridges an opening 58 formed in the guide rails 2| of the runway B. The movable element of the switch carries an arm 59, the outer end of which is pivotally connected with the free end of a hinged detector bar 6 I.

The detector bar is a composite structure and includes a pair of spaced and parallel rods formed from a single piece of material. These are bent into U-shape so that the rods straddle the rail 51. These rods are secured to a sheet metal plate 62 which extends up adjacent the top guide rails 2|.

The detector bar is disposed in the runway opening 88 and its ends are flush with the terminal ends of the guide rails 2 I. By reason of this construction, surplus cans moving along the runway will pass freely from the rails to the detector bar. The bar is curved inwardly and single cans normally will follow the curved path passing along the bar, but not operating it.

The opposite ends of the rod sections of the bar GI are secured in a pivot member 83 having trunnions which are carried in lugs 88 formed on the rail 51. The pivot member 63 is formed with an arm 85 and its outer end is connected by a tension spring 88 to a stationary pin 81 secured in the rail 51. The spring holds-the detector bar 8| inwardly under tension.

A pair of curved deflector bars II which carry a sheet metal deflector plate I2 are disposed opposite the detector bar GI and assist in providing the curved can travel mentioned above. This insures deflecting of the cans so that they follow the curve of the rod sections of the bar 6| as the cans pass along the runway B. The ends of these deflector bars are secured in brackets I3 mounted on one of the runway guide rails 2I.

when surplus cans accumulate in any of the branches of the overflow outlet section F and back up to the detector bar 8|, the deflector plate I2 crowds them against the detector bar and the crowding cans become staggered and pressure is created against the detector bar causing it to move outwardly. This movement of the detector bar against the resistance of the tension spring 68 rocks the switch arm 58. This tilts the mercury switch P closing an electric circuit. Current flowing through the circuit actuates the stop finger M, as will be more fully described in connection with the wiring diagram.

The stop finger M (Fig. 1) is a lever-like member which extends along the runway B ahead of and in spaced relation to the main gate E. The outer end of the finger is formed with a hook which is insertable into the runway to stop the passage of cans therealong. The opposite end of the finger is mounted on a pivot pin 16 carried in a lug 'I'I formed on the solenoid N. Adjacent the pivot pin I8 the finger is pivotally secured to the outer end of a movable core element I8 of the solenoid. The core element is maintained under pressure of a compression spring 19 housed within the solenoid.

The solenoid N embodies an auxiliary contact 88 (see Fig. 8) which is normally closed against the core element 18 by the spring 19. Solenoid N is mounted on a bracket 8I bolted to one of the runway guide rails 2|. The operation of the solenoid will be more fully described in connection with the wiring diagram.

The main gate E disposed in the opening 35 in the runway B adjacent the outlet chute D is mounted on a vertical shaft 83 (Figs. 1 and 6). This shaft is carried in bearings 84 formed in an arch shaped member 85 secured to the runway guide rails 2I. The lower end of the shaft carries an arm 88 (see Fig. 7). The outer end of this arm is formed with a yoke 81 which is pivotally connected to a horizontally disposed actuating rod 88. The ends of the actuating rod are connected to or form a part of movable core elements SH, 92 of the two gate solenoids H, J respectively.

The gate solenoids H, J are similar to those shown in Fig. 8 and are disposed opposite each other, as best shown in Figs. 6 and 7, so that their core elements 9|, 82 and the actuating rod 88 are aligned in a straight line position. There are no compression springs in these solenoids. The solenoids are secured to the bottom of the runway base plate 28. These solenoids H, J respectively embody auxiliary contacts 83, 84 (Fig. 9) which are similar to the contact 88 shown in Fig. 8 and which close against their respective core elements 8|, 82.

When one or the other of the solenoids H, J is energized, as will be more fully explained in connection with the wiring diagram, the core element of the energized solenoid is drawn into its solenoid coil and this shifts the actuating rod 88 and the core element of the other solenoid. It is such a shifting of the actuating rod that rocks the gate arm 88 and thus shifts the gate E into a new or opposite position.

i The delay mechanism K that controls the shifting of the gate E to prevent crushing of cans at the entrance to the main outlet chute D is of the conventional electric relay pneumatic'type which includes a normally closed time delay switch 88 (Fig. 9) of suitable construction. This-switch when actuated opens instantly and closes slowly after a predetermined time delay. 'Switch 98 and its actuating devices are enclosed in a housing secured to the runway base plate 23 (see Figs. 1 and 2).

Referenceshould now be had to the wirin diagram of Fig. 9. In this diagram the various switches, relays and solenoids are shown in position for normal operation of the runway system. The stop finger M is in its retracted position permitting cans in the runway B to pass into the inlet section C. The main gate E is in a position as shown in Fig. 1. In such position the cans are deflected from the inlet section'C into the main outlet section D. The stop finger solenoid N is in a deenergized condition and its auxiliary contact 88 is closed being held by the solenoid spring.

Gate solenoid J is energized and holds the gate E in its can diverting position. The auxiliary contact 88 of the gate solenoid J is open and the auxiliary contact 93 of the deenergized gate solenoid H is closed. All of the mercury switches L, O and P in the outlet sections D and F are open. As long as these switches, relays and solenoids remain in this condition, the cans pass free- 1y into the main outlet section D.

The above conditions are normally maintained through the use of two electric circuits, 9. time delayrelay circuit Z and a gate solenoid circuit Y. In these circuits electric current is supplied by a suitable source such as a generator IN. The time delay relay circuit Z includes the contact 88 of the normally deenergized stop finger solenoid N'and a relay I82 which is associated with the time delay mechanism K.

Electric current from generator I8I normally passes along this time delay relay circuit by way of-a generator lead wire I83, a connecting wire I84, a wire I85, through the relay I82, along a wire I88, contact 88 and thence through the core 18 of the stop solenoid N, to ground which may be a part of the runway frame which in turn leads back to the source of electrical energy. Current passing along this circuit energizes the relay I82 and holds the time delay switch 88 in its normally closed condition, as hereinbefore mentioned.

The gate solenoid circuit Y includes the closed time delay switch 96 and the gate solenoid J. With the time delay switch 98 closed, electric current from the generator I8I passes from the 78 wire I84 along a connecting wire I88, through the closed time delay switch 86, connecting wires I08, IIO, III, through the gate solenoid J, a wire II2, across a normally closed switch II3, a wire Ill. returning by way of a generator lead wire IIS to the generator IOI. Current passing along this circuit keeps the gate solenoid J normally in an energized condition and the gate E is maintained in its position thus delivering cans into the main outlet D.

If the cans accumulate in the outlet chute D and stack up so as to operate the normally open control switch L (Figs. 1 and its mercury bulb is tilted so as to close this switch. This switch remains closed as long as cans are resting on the switch balance beam ll of switch L.

Closing of this control switch L establishes an auxiliary relay circuit X (Fig. 9) through the control switch and a relay I2I. With the control switch L closed, electric current from the generator passes from the wire I03 along a connecting wire I22, through the closed control switch L, along a wire I23, through the relay I2I and a-wire I24 to the wire Ill, whence it returns along the generator lead wire II5 to the generator. Current passing along this circuit X energizes the relay I2 I.

The relay I2I controls two normally closed switches I I3, I26 and two normally open switches I21, I28 all of which are parts of difierent circuits. Switch H3 is part of the gate solenoid circuit Y just described. Energization of the relay I2I immediately opens the normally closed switches II3, I26 and simultaneously closes the normally open switches I21, I28. The change of condition of two of these four switches, namely the switches I I3, I28, are of immediate interest.

The opening of switch II3 immediately breaks the gate solenoid circuit Y and deenergizes the solenoid J. Now both gate solenoids H and J are deenergized. Hence no movement of the gate E takes place under these conditions. Closing of the switch I28 establishes a new circuit, a stop solenoid circuit W which includes this switch, the normally deenergized stop solenoid N and the normally closed contact 83 of the gate solenoid H.

As soon as the switch I28 is closed, electric current from the generator passes from the wire I04 along a connecting wire I3I, through the stop.

solenoid N, wires I32, I33, across the closed switch I28, a. wire I34, contact 83 and through the core 8I of the gate solenoid H to the ground which again may be a part of the runway frame electrically connected to the source of electrical energy.

Current passing along this circuit W energizes the stop solenoid N. The energization of this stop solenoid shifts its core 18 and swings the stop finger M into the path of travel of the cans moving along the runway B. This prevents any more cans from entering the inlet section C of the system.

Shifting of the core I8 of the stop solenoid N moves the core away from the contact 80 and this opens the connection and breaks the time delay relay circuit Z. Breaking of this circuit deenergizcs the relay I02 in that circuit. This immediately opens the time delay switch 86. Opening of this switch sets the time delay cycle in operation and delays establishment of any circuit connecting with either of the gate solenoids H, J. In other words, these solenoids remain in a deenergized and inoperative condition during the time delay period. This time delay action insures the safe passage of all cans which have passed the stop finger M from the inlet section C into the outlet chute D.

After the predetermined period of'time delay which is sufiicient to insure the clearing of the inlet section C of all cans, the time delay switch 86 closes. Closing of the switch is brought about by the usual pneumatic devices or other conventional elements associated with the time delay mechanism. Numerous types of such mechanism are commercially available and for the present purpose further description is believed unnecessary.

This closing of the time delay switch 88 immediately establishes a new gate solenoid circuit V which includes the gate solenoid H and the still closed switch I2'I. Current from the generator now passes from the wire I04, along wire I08, through the closed delay switch 88, wires I08, H0 and a wire I35 through the gate solenoid H, along a wire I 36, across the now closed switch I21 and a wire I31 to the wire Ill whence it returns by the wire I I5-to the generator. Current passing along this circuit energizes the gate solenoid H.

Energization of the gate solenoid H shifts its core element 8| in the direction of the arrow indicated thereadjacent. Since the core 8| of solenoid H is connected to the core 82 of solenoid J. this movement of the core element 8I shifts the connected core element 82 and also shifts the gate E from its original position into a position which now blocks off the main outlet chute 'D and opens an entrance way into the overflow outlet F.

Movement of the core element 8| of the gate solenoid H also moves the core element away from its contact 83 and thereby opens this connection. At the same time movement of the core 82 of the gate solenoid J brings the core into engagement with its contact 84 and closes this connection. Nothing happens, however, because switch I28 is open.

Opening of the connection at contact 83 immediately breaks the stop solenoid circuit W and this deenergizes the stop solenoid N. Upon the deenergization of this solenoid, the compression spring I8 contained therein forces its core element I8 back into its original position. This movement of the core brings it into engagement with the contact and thereby reestablishes the time delay relay circuit Z. The re-establishment of this circuit reenergizes the relay I02 and this actsto hold the time delay switch 86 in its normally closed position.

The return movement of the core I8 of the stop solenoid N retracts the stop finger M from the runway B and thus permits the cans in the runway to pass into inlet section C. The gate E in its new position, where it blocks off the main outlet D, now forms a guide for the surplus cans passing into the overflow outlet F; This shunting of the surplus cans into the overflow outlet F usually is only a temporary condition which is designated to last just long enough to permit the accumulation of cans in the main outlet D to recede to a level below the control switch L as hereinbefore mentioned.

As soon as sufficient of the accumulated cans in the main outlet D have been removed from the chute to permit the stack to fall below the level of the control switch L, this switch opens. In so doing this sets the stage for a return of the gate E to its original position where it again directs cans into the chute D. However, before the gate is shifted back the cans are again stopped from 9 entering the inlet section C. Again a time delay period is had so that the inlet section will be cleared of all cans. It is only after the inlet section of the runway is clear, that the gate is shifted into position.

To bring about this sequence of operations, the opening of the control switch L immediately breaks the relay circuit X and this deenergizes the relay I2 I. Deenergization of this relay closes the switches II3, I26 and opens the switches I21, I28 thus returning these switches to their normal operating condition.

Opening of the switch I21 immediately breaks the gate solenoid circuit V and this .deenergizes the gate solenoid H. Now both gate solenoids H, J are in a deenergized condition again. Simultaneously with this deenergizing of the gate solenoid H, the closing of the switch I26 establishes a new stop solenoid circuit U which includes the stop solenoid N and the now closed contact 94 of the gate solenoid J.

Electric current passes along this circuit from the wires I04, I3I, through the stop solenoid N, wire I32, a connecting wire I4I, across the closed switch I26, a wire I42, contact 94 and through the core 92 of the gate solenoid J, to the ground. Current passing along this circuit energizes the stop solenoid N.

The energizing of the stop solenoid N draws its core I8 into the solenoid and thus again swings the stop finger M into the path of travel of the cans moving through the runway B. This stops the cans from entering the inlet section C. This action of the stop solenoid moves its core away from the auxiliary contact 80 and thus opens the connection at this place. This again breaks the time delay relay circuit Z and deenergizes the relay I02. The time delay switch 96 thereupon instantly opens and breaks all circuits leading to the gate solenoids H, J so that these solenoids will be held in their deenergized condition and the gate E controlled by them will be held stationary until the inlet section C of the runway is cleared of all cans.

As soon as the time delay period ends, the time I delay switch 96 closes and thus reestablishes the gate solenoid circuit Y through the switch H3 which closed upon deenergizing of the relay I2I. Reestablishment of circuit Y again energizes the gate solenoid J. Reenergizing of this solenoid shifts its core 92 and the connected core 9| of solenoid H in the direction of the arrow adjacent the core 92 and thus returns the gate E to its normal position for directing cans into the main outlet chute D.

During this movement of the core 92 of the gate solenoid J, the core shifts away from its auxiliary contact 94 and thereby opens this connection. This opening of the contact 94 breaks the stop solenoid circuit U and thus deenergizes the solenoid. Thereupon its core I9 acting under the pressure of the spring I9 in the solenoid, returns to its normal position, the while withdrawing the stop finger M from the runway B. v

This permits the cans to again enter the inlet section C for delivery into the main outlet chute D. The return of the core 18 closes again with its auxiliary contact 80 and thereby reestablishes the time delay relay circuit Z through the time delay relay I02. This holds the time delay switch 96 closed until the next time the control switch L in the outlet chute D is again actuated.

In this manner and by a repetition of the making and breaking of the circuits just explained the opening and closing of the control switch L in the main outlet chute D is the key to maints ining the chute filled to capacity. All surplu cans above such capacity are shunted in the ow riiow outlet section F.

In case the overflow outlet F becomes crowded to a point where the supplementary control switch P is operated, the stop finger M is projected into the runway B to stop cans from entering into any of the outlets. This condition normally can arise only when the main outlet chute is everloaded, as will be obvious. To produce such beneficial results the supplementary control swiich P and the auxiliary control switch 0 are embodied in a separate stop circuit T which includes the stop solenoid N.

When both of these control switches 0 and P are closed, electric current from the generator IOI passes along the wires I03, I04, I3I, through the stop solenoid N, wire I32, closed auxiliary control switch 0, a wire I44, closed supplementary control switch P and returns to the generator by way of a wire I45 connecting with the generator lead wire I I5. Current passing along this circuit T energizes the stop solenoid N and thus through its core 18 projects the stop finger M into the runway B to stop the flow of cans into the inlet section C. This action of the stop finger in no way affects the main gate E since none of the gate solenoid circuits are involved. The gate remains in the position it last occupied.

The stop finger M will remain projected into the runway B and thus holds back the line of cans as long as both of the control switches O and P are held closed. Opening of either one or both of these switches by a withdrawal of cans from either of the outlet sections D or F or from both breaks the stop circuit T and thus deenergizes the stop solenoid N. This action withdraws the stop finger from the runway and permits the cans to again enter the inlet section C for delivery into one of the outlets D or F.

It is thought that the invention and many of its attendant advantages will be understood mm the foregoing description, and it will be apparent that various changes may be made in the form, construction and arrangement of the parts without departing from the spirit and scope of the invention or sacrificing all of its material advantages, the form hereinbefore described being merely a preferred embodiment thereof.

I claim:

1. In a can runway gate mechanism, the combination of an inlet runway section, a plurality of outlet runway sections, a runway gate interposed between said inlet and said outlet sections for directing cans selectively from the former into one of the latter, gate actuating means operable by an accumulation of cans in an outlet section for actuating said gate and for thereby diverting surplus cans into another of said outlet sections, a stop device spaced from said gate for preventing entrance of additional cans into said inlet posed between said inlet and said outlet sec-ions for directing cans selectively from the former into one of the latter, gate actuating means operable by an accumulation of cans in an outlet section for actuating said gate and for thereby 11' t diverting surplus cans into another of said outlet sections, a stop device spaced from said gate for preventing entrance of additional cans into said inlet section when said accumulation of cans occurs in said outlet section, a time delay device for holding said gate actuating means inoperative to permit cans in said inlet section to clear said gate, and means for restoring normal can passage conditions into said inlet section after the actuation of said gate.

3. In a can runway gate mechanism, the combination of an inlet runway section, a plurality of outlet runway sections, a runway gate interposed between said inlet and said outlet sections for directing cans selectively from the former into one of the latter, gate actuating means operable by an accumulation of cans in an outlet section for actuating said gate and for thereby diverting surplus cans into another of said outlet sections, a stop device spaced from said gate and operable by the accumulation of cans in said outlet section for preventing entrance of additional cans into said inlet section, and a time delay device set in motion by operation of said stop device for holding said gate actuating means inoperative until cans in said inlet section have cleared said gate.

4. In a can runway gate mechanism, the combination of an inlet runway section, conveyor means for propelling cans along said inlet runway section, a plurality of outlet runway sections, a runway gate interposed between said inlet and said outlet sections for directing cans selectively from the former into one of the latter. gate actuating means operable by an accumulation of cans in an outlet section for actuatin said gate and for thereby diverting surplus cans into another oi said outlet sections, a stop device spaced from said gate for preventing entrance of additional cans into said inlet section when said accumulation of cans occurs in said outlet section, and a time delay device for holding said gate actuating means inperative until cans in said inlet section have cleared said gate.

HAROLD C. HEBERT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 25 Number Name Date 1,806,879 Lindgren May 26, 1931 2,312,060 Kimball Feb. 23, 1943 2,372,789 Mitchell Apr. 3, 1945 

